Germany
beyond Airbus
The civil aviation scene in Germany is overshadowed by the Airbus venture and its recurring financial
woes, which demand considerable Govern
ment financial support. This cannot be
termed as straightforward subsidy, as US
manufacturers imply, but should be seen
instead as an attempt by the Europeans to
create a joint aviation industry which
might eventually take the place of the
various national enterprises.
The venture should, therefore, not be
observed exclusively from the economic
point of view, although this plays a
substantial role, but also from the political
angle. The creation of Airbus Industrie is
an attempt to cut the umbilical cord which
for decades has tied Europe to the US
aviation industry. Technologically this
attempt has been a success, and it prom
ises to become a commercial one even
tually. In West Germany, the price of this
opportunity to enter the commercial
aviation market has been high, however,
and not only in terms of Deutschmarks
spent.
No treasury is inexhaustible, not even
that of comparatively rich West Germany.
Since its initiation, the Airbus programme
has been supported by the West German
Government with close to DM8 billion
($4-5 billion), and the latest request for
help, voiced in mid-May, included not
only DM2 • 9 billion for A330/A340 devel
opment, but DM2-3 billion to write off
past German debts on the programme. It
116
Promising projects and financial
woes dominate the West
German aerospace industry.
Stefan Geisenheyner reports
from Bonn.
was turned down by the Minister of
Finances, Mr Stoltenberg. Still, some
substantial funds will be forthcoming.
They will be welcomed by one part of the
German aviation industry as essential
support, while those sectors of industry
not directly involved in the Airbus
programme are virtually on the dole.
Promising projects are therefore unable to
mature.
Seastar
A typical example is the Dornier
Seastar CD2 amphibian. Designed and
built by Claudius Dornier Seastar (not to
be confused with Dornier), it is an inno
vative aircraft developed for a specific
market. With minor exceptions the
aircraft is of all-composite construction.
The Seastar features an aerodynami-
cally clean, glassfibre wing, reinforced in
critical locations by graphite-epoxy struc-
Claudius Dornier is now flying a pre-production
Seastar
tures. The fuselage is constructed largely
of the same material. Two 500 s.h.p. Pratt
& Whitney Canada PT6-112 turboprops
provide adequate power for short take-off
and landing distances on land or water.
Ranges of 1,000 n.m. with a 1,0001b
payload, down to 200 n.m. with a 3,0001b
payload, are offered. Twelve passengers
can be carried in three-abreast seating in
addition to two pilots.
A pre-production model is flying now,
and FAA certification is expected by the
end of 1988. For many regions of the world
such an amphibian, which according to
latest company estimates will cost around
$5 million, would be a definite asset.
So far three sales have been concluded,
down payments for 11 options are on the
books, and more than 140 intentions to
buy have been voiced. Before initiation of
the programme Dornier Seastar conduc
ted an intensive market study, and came
to the conclusion that a potential market
exists for hundreds of amphibians. The
company aims to sell several hundred
aircraft during the coming decade.
Research, development, and produc
tion-tooling costs for the Seastar have
been minimal compared with Airbus
expenditure. From 1982 they amount to
barely DM30 million, of which DM22
million were company-generated funds,
and only DM8 million came as Govern
ment assistance. Since 1985 no further
Government help has been provided,
because all available funds had to go into
FLIGHT INTERNATIONAL, 13 June 1987